AP55 Autopilot Display With C-Drive Motor Control Unit: Operation and Installation Manual

AP55 Autopilot Display
with
C-Drive Motor Control Unit
OPERATION AND INSTALLATION MANUAL
www.tmq.com.au
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TMQ AP55 / C-Drive Page 2 of 68 Ver1.0 03/04/2003

Index
WARNING!.................................................................................................... 5
INTRODUCTION ........................................................................................................... 6
BLOCK DIAGRAM OF FULL SYSTEM ............................................................................ 7
DEFINITION OF TERMS ................................................................................................ 9
OVERVIEW OF OPERATION ....................................................................................... 11
TURNING THE UNIT ON / OFF .................................................................................. 13
MANUAL MODE..................................................................................................... 13
Possible alarms....................................................................................................13
AUTO MODE ........................................................................................................... 14
GPS MODE ............................................................................................................... 16
Engaging GPS Mode: ..........................................................................................16
DISENGAGING GPS MODE: ...................................................................................... 17
SETTING UP YOUR GPS UNIT: ................................................................................... 17
RUDDER SENSITIVITY / RATIO .................................................................................. 20
BACKLIGHTING......................................................................................................... 21
RUDDER ANGLE INDICATOR ..................................................................................... 21
INITIAL SETTINGS ..................................................................................................... 22
RUDDER LIMITS........................................................................................................ 22
RESET RUDDER LIMITS............................................................................................. 23
COMPASS CALIBRATION ........................................................................................... 23
OFF COURSE ALARM ................................................................................................ 26
REMOTE POWER STEER (REMOTE UNIT OPERATION) ........................................... 27
ALARMS ................................................................................................................... 29
INSTALLATION OF DISPLAY UNIT ............................................................................. 30
ADDITIONAL DISPLAY UNITS: .................................................................................. 30
INSTALLATION OF COMPASS ..................................................................................... 31
COMPASS MOUNTING OPTIONS ................................................................................ 33
INSTALLATION OF C-DRIVE UNIT ............................................................................. 33
INSTALLATION OF C-DRIVE UNIT ............................................................................. 34
C-Drive Dimensions.............................................................................................34
Wiring: ................................................................................................................35
INSTALLATION OF RUDDER FEEDBACK .................................................................... 36
RUDDER FEEDBACK INSTALLATION DIAGRAM ......................................................... 37
Rudder Feedback Installation Notes....................................................................37
RFU WIRING:........................................................................................................... 38
RUDDER FEEDBACK WIRING DIAGRAMS .................................................................. 39
Figure 1 Rudder Feedback Connection Diagram............................................39

Figure 2 Rudder Feedback and Rudder Angle Indicator Wiring Diagram 39
GPS CONNECTION.................................................................................................... 40
Figure 3 Input Connections Panel .................................................................42
NMEA HEADING DATA, INTERNAL CONNECTOR STRIP .......................................... 43
Figure 4 Output Connections Panel...............................................................44
Figure 6 Solenoid Valve Connection Diagram ..............................................45
Figure 7 Without using a positive supply to the solenoid valves ...................46
Figure 8 Dual rudder system using solenoid valve ........................................47
Figure 9 Incorporating a Jog Lever ..............................................................47
Figure 9 Incorporating a Jog Lever ...............................................................48
Figure 10 Jog lever system as Remote 2..........................................................49
INSTALLATION OF REMOTE UNITS ............................................................................ 50
REMOTE UNIT CONFIGURATION OPTIONS .................................................................. 50
Figure 11 Remote Mode 4............................................................................51
Figure 12 Remote Mode 1............................................................................52
RECOMMENDED SYSTEM CONFIGURATION ............................................................... 55
ELECTRIC STEERING CONNECTION EXAMPLES. ......................................................... 56
DUAL STATION ELECTRIC STEERING (C-DRIVE UNIT SET TO REMOTE MODE 4).... 56
THREE STATION ELECTRIC STEERING ...................................................................... 57
HYDRAULIC STEERING SYSTEM WITH ELECTRIC WHEEL ......................................... 58
TESTING PROCEDURE ............................................................................................... 58
TESTING PROCEDURE ............................................................................................... 59
TROUBLE SHOOTING ................................................................................................ 60
OPTIONAL EXTRAS ................................................................................................... 62
Hydraulic Drives and Pump Units.......................................................................64
CIRCUIT DIAGRAM ................................................................................................... 65

AP55 DISPLAY
C-Drive Circuit
C-Drive Layout

Warning!
Automatic pilots are designed to be a navigational aid. As an automatic

steering aid, an autopilot can alleviate the boredom of hand steering.
This allows the operator of the vessel time to attend to other duties, keep
a more accurate check of navigation duties or just relax and enjoy the
trip.
HOWEVER, THE AUTOPILOT SHOULD NOT BE

LEFT SOLELY IN CHARGE OF THE VESSEL AND AN
ADEQUATE WATCH SHOULD BE MAINTAINED AT
ALL TIMES.
IT IS STRONGLY RECOMMENDED THAT THE

AUTOPILOT SHOULD NOT BE USED WHILE
NAVIGATING IN RESTRICTED WATERWAYS AS
WATER CURRENTS, WIND CHANGES OR RADIO
TRANSMITTER INTERFERENCE CAN ENDANGER
YOUR OWN OR OTHER VESSELS.

Introduction
Congratulations on your wise choice and purchase of the TMQ AP55

Autopilot system. We are sure that you will enjoy the benefits that it
offers.
The AP55 Autopilot system provides steering control from one main
control panel and/or additional remote units.
The associated C-Drive can drive up to two independent steering units.

The drives may be solenoid valves, mechanical motors or reversing
pumps. The system facilitates a single or dual rudder system operating
from a common input.
See the System configuration section.
AP55 Autopilot System
The minimum AP55 Autopilot system must comprise the following

units: -
Essential Electronics:
• AP55 Display head.

• C-Drive motor control unit
• Rudder feedback unit.
• Fluxgate compass
• Drive unit, for example
- Hydraulic system with solenoid valves.
- Reversing hydraulic pump system.
- Mechanical motor drive system.

Options:
• Compass Top Sensor

• Heavy Duty Rudder Sensor
• Electric steering wheel or lever
• Remote Station Devices including: -
1. Remote panel
2. Hand remote
3. Steering lever
4. Steering wheel
5. Rudder angle indicators (RAI), if desired
See Optional Extras at the rear of this manual for details.
Block Diagram of full system

The AP55 head utilises the C-Drive assembly and provides full control
of the autopilot, indicating in different modes heading, course to steer
and rudder angle.
The C-Drive assembly is housed in a rugged black aluminium case,

which should be installed inside a dry locker or other protected position.
Mounting position should be free of moisture and vibration. It requires a
supply voltage of 12 or 24 volts DC.
The Rudder Feedback Unit (RFU) must be attached to the steering tiller
device in such a way that it can accurately measure the movement of the
ship’s rudder (see Rudder Feedback Installation diagram page 14). The
RFU must also be electrically connected to the C-Drive unit.
The compass (COMMAG) detects magnetic heading of the vessel and is

connected to the C-Drive assembly. Mounting of the compass unit is
very important (see pages 32 and 33).
Rudder drive system, this system provides the physical movement to the
rudder responding to the direction control signals provided by the C-
Drive system. Rudder Actuator Systems can comprise of the following: -
Hydraulic Ram controlled by either: -

1. Solenoid valves connected into an existing power steering
system.
2. Solenoid valves connected to a continuous running motor and
pump unit.
3. Reversing motor and pump unit, connected into an existing
hydraulic steering system.
Mechanical Drive, a reversing motor drive unit with reduction gears

to drive the steering system.

Definition of Terms
AP55 Display:
The Operation unit, with LCD Display and pushbuttons.
C-Drive Assembly:
The Electric Steering control unit; this houses the main processor
and steering circuitry.
Rudder Feedback Unit (RFU):
This provides the required rudder position information for

steering control.
• Rudder Feedback Unit Standard (RFUS)
• Rudder Feedback Unit Heavy Duty (RFUH)
Two rudder feedbacks are required for an electrical tie bar
system.
(Either two RFUS or two RFUH.)
Remotes:
These provide additional steering input for the AP55 unit, Remotes
include:
• Electric steering wheel

• Electric steering lever
• Steering lever, FFU or NFU
• Hand remote and or panel remotes

Steering Levers:
• Full Follow Up (FFU); this is a device that provides a

proportional control input.
• Non Follow Up (NFU); this type of device does not provide a
proportional control.
Rudder Angle Indicator (RAI);
Displays the current rudder position.
Heading:
The magnetic heading of the vessel at the current time.
Course-to-steer:
The magnetic heading which the autopilot is attempting to

achieve.
Display Unit:
The unit with LCD digital display and keypad used to send
commands to the C-Drive assembly.
Remote Unit:
This is a collective term for a “panel remote”, “hand remote”,

“steering lever” or “steering wheel” station. Each of these
function in similar ways, but differ in appearance.

Overview of Operation
Operation of Display Unit buttons or mode selection on a remote unit

will select one of the possible steering modes in the C-Drive unit. It is
the C-Drive assembly, which generates signals to the steering motor
(whether mechanical, hydraulic, or other type).
The following is a brief list of the capabilities of the autopilot. Each is

described in more detail in a separate chapter.
• MANUAL Mode: “H***”
The autopilot Display Unit shows the current magnetic heading.

The vessel is under manual steering control; the autopilot will not
apply any steering control.
• AUTO Mode: “A***”
The autopilot will maintain your vessel on any desired magnetic

course. This course can be set from the Display Unit.
• GPS Mode: “A***”
When receiving information from a GPS unit, the autopilot can steer
a vessel to a precise latitude and longitude, or through a sequence of
latitudes and longitudes.
• REMOTE AUTO Mode: “A***”
With a hand remote, panel remote, steering lever or steering wheel

station installed, this will allow steering by compass with the desired
course adjustable from the remote station.

• REMOTE POWER STEER Mode: “P***”
With a hand remote, panel remote, steering lever or steering wheel

station installed, this will allow control of rudder position from the
remote station.
• RUDDER and RESPONSE Settings:
These customise the AP55 Autopilot for your vessel’s steering.

They may also be used to adjust for varying sea conditions.
• Compass Calibration:
The AP55 compass can be calibrated on the vessel using a simple

procedure.
• Rudder Angle Displays:
The AP55 Display Unit LCD can be set to display the rudder angle
as a numeric number.
• Selectable backlighting:
When using the autopilot at night, the backlighting can be turned on.

Turning the unit ON / OFF
The power to the C-Drive motor control unit should be via

a suitable circuit breaker. Turning this on will provide
power for the C-Drive unit and the AP55 Display Head.
If the display is disconnected when the C-Drive unit is in

AUTO, POWER or GPS mode, the C-Drive unit will
return to MANUAL mode after 10 seconds.
MANUAL Mode
In this mode
• The display screen shows “H***”, *** being the current vessel
magnetic heading in degrees.
• The drive unit clutch is disengaged,
• No steering control is generated.
Possible alarms
• No C-Drive alarm “ nrd ”

AUTO Mode
• Press the AUTO button. AUTO mode will be selected. A beep will
sound and the text display will change to “A***”. The Auto LED
will light
The autopilot will lock on the current heading.

The course-to-steer is shown on the display.
Disengaging AUTO mode:
Press the AUTO button, a beep will sound and the vessel will
return to manual steering.
Changing the position of the remote unit switch can select

REMOTE AUTO, REMOTE POWER STEER, or MANUAL
modes.
Course Adjustment:
Each press of the < or > buttons will cause a one degree per
segment course change in the applicable direction. The display
will change to indicate the new course-to-steer. By pressing and
holding the buttons pressed will cause the change to be at 10
degrees per second for larger turns.

IMPORTANT!!
Before entering AUTO mode, ensure that the rudder

is in the centre position (i.e.: the vessel is steering
approximately straight ahead). If you do not do this,
the course steered will be different to what is
displayed.
The AP55 Autopilot will select the position of the rudder when
AUTO is selected as the position of the rudder to allow the vessel
to steer straight ahead. This can be an advantage in most vessels
when a slight amount of helm from the physical centre position is
required for the vessel to go straight.

GPS Mode
For use when interfaced to a GPS or plotting system generating NMEA

0183 data output in the correct sentence format. GPS mode allows the
autopilot to be directed by the GPS, enabling automatic heading changes
and eliminating the effects of wind and tide.
The digital display indicates the course-to-steer, which will be the

bearing between the origin and destination waypoints, plus a factor to
correct for the current cross track error (XTE).
Engaging GPS Mode:
Press the MODE button and, while the MODE button is pressed,
press the AUTO button.
A beep will sound and the GPS and AUTO LED will be
illuminated.
The autopilot will lock on to course to steer as requested by the

GPS.
The course-to-steer is shown on the display.
The vessel will begin turning from its Heading to that requested
by the GPS unit, at a maximum rate of 10 degrees per second.
If no GPS data is received by the AP55, the autopilot will lock

onto the course of the vessel at the time that GPS Mode was
engaged, and the “NO GPS DATA” alarm will function.

Disengaging GPS Mode:
Pressing the AUTO button will return the AP55 to Manual Mode.
Setting up your GPS unit:

Because there are a great variety of GPS units that will work with
this autopilot, the following is a guide only. For more
information, consult your GPS manual.
The GPS unit must be set up to output “NMEA 0183” data on a

pair of wires, which are connected to the NMEA socket on the
AP55 C-Drive unit. The data generated must include at least one
of the following:
• The APA sentence.

• The APB sentence.
• The BOD and XTE sentences.
• If only the XTE data sentence is available, the pilot can steer in a
restricted manner only. (See later in this section.)
The GPS unit must be programmed and activated to navigate to a

waypoint, or to follow a line joining two or more waypoints (called a
route). This unit should then send information to the autopilot from
which can be calculated the course-to-steer.
Under the following conditions:

• Several waypoints are linked together into a single route,
• The GPS unit is set and capable of “auto-sequence” between them,
• An “arrival zone” of more than 0.05 NM (Nautical Miles) is set so
that the GPS can detect when the vessel has reached a waypoint.
Then the AP55 will be able to steer from each waypoint to the next
without intervention.
If only the XTE information is available from your GPS unit then
your vessel must be on track, and heading in the correct direction,
before engaging the GPS unit. The “auto sequence” feature is not
available in this instance.
Remember:
Prior to engaging GPS mode, a route or destination must be programmed

and selected in the GPS for the Autopilot to follow.
No GPS Data Alarm:
If the autopilot is not receiving valid information while in GPS

Mode, the alarm will sound, and GPS and AUTO LED will flash.
This could be caused by:
• Incorrect wiring of the GPS to the C-Drive unit.

• Incorrect data output (wrong sentence) from the GPS unit.
• No route set up or selected in the GPS unit
• No location fix at the GPS unit.
The course over ground information generated by the GPS unit

should closely correspond to the magnetic heading signal the AP55
is receiving from its magnetic compass. The greater the difference
between these headings, the less accurate will be the GPS Mode
steering.
• Ensure that the GPS unit has the correct magnetic correction factor.

• Ensure that theAP55 compass is correctly aligned and installed, and
not subject to magnetic interference.

Rudder Sensitivity / Ratio
These settings are used to determine how sensitive the autopilot system
is and the amount of rudder the vessel requires for steering (actually, the
amount of rudder angle applied for a given angle off-course).
To adjust, press the MODE button. The display will show “S **” and
the present sensitivity setting will be displayed (between 1 and 10).
• The sensitivity setting may be altered by the < - > Buttons. A

low response value the drive will operate with minimum
pulsing to the required rudder position and the autopilot
system may work continuously.
• A high response value the drive will position the rudder with
maximum pulsing. The vessel’s course will wander slightly.
NOTE: Too low a setting may cause the steering motor to

work continuously (hunting). The response setting should be
increased from 1 until the rudder position is achieved with 1 or 2
motor pulses.
By pressing the MODE button a second time, the display will indicate
“r **”. This setting is used for adjusting the autopilot’s rudder ratio
setting to allow for varying vessel size and speed.
The display shall change to show “r **” and display shall show the
current Rudder ratio (between 1 and 10).
The rudder setting may be altered by the < - > buttons.

• A value of 1 signifies the minimum amount of applied
rudder. When the rudder setting is too low, vessel track will
be a slow “ S ” ie: understeer through too little rudder
applied.
• A value of 10 signifies the maximum amount of applied

rudder. When the rudder setting is too high, vessel track will
be a rapid “ S ” ie: oversteer through too much rudder
applied.
Backlighting
Pressing the MODE button four times will display the message “LitE”
Pressing the < > buttons together will toggle the backlighting on and off.
The backlighting will always be off when the unit is powered up.
Rudder Angle Indicator
Pressing the MODE button three times will display the rudder position in
numeric value Port or Starboard
• When the rudder is at centre it will display “ 00”
• As port rudder angle is applied, the number will be “Pt**”.
• As starboard rudder angle is applied, the numbers will be “St**”.
Pressing MODE or AUTO will cancel the rudder display.

Initial Settings
Selecting the Initial settings of the Autopilot:
A number of system settings may need to be carried out prior to using

the AP55 Autopilot. Two initial settings can be carried out from the
Display Head.
• Rudder Limits
• Compass Calibration
Rudder Limits
The rudder limits prevent the steering motor driving the rudder beyond
its physical (mechanical) stops. The limits are factory set and should not
need altering. However, the limit setting can be set from the display of
the AP55 if deemed necessary.
• Set the rudder to the desired Port position
• Select SET PORT LIMIT. By pressing the MODE button five times
until “PL**” is displayed
• Press the < > buttons simultaneously to set the Port Limit.
• Set the rudder to the desired Starboard position
• Select SET STARBOARD LIMIT. By pressing the MODE button

six times until “SL**” is displayed
• Press the < > buttons simultaneously to set the Starboard Limit

The number on the display will be between 0 and 31 to indicate the
rudder position. “SL31” being fully to Starboard and “PL31” being fully
to port.
If “ oor” (Out of range) is displayed it indicates the rudder is not in the

correct position to set the rudder limit. I.e. Rudder is to port when
setting the Starboard limit.
If at any time during testing the motor runs under load and the rudder
does not move, checks should be carried out to confirm the limit
switches are operating prior to the rudder running into the stops.
Reset Rudder Limits
It is possible to reset the rudder limits to the factory settings if unsure of

the settings.
Press the MODE Button 7 Times
“ rLr” will Display (Reset Limit Rudder).
Press < > both simultaneoualy to reset rudder limit.
Compass Calibration
The compass supplied with your AP55 autopilot has been calibrated
after manufacture, and this calibration will be satisfactory for almost all
installations. If you have a steel vessel, or some other factor, which
causes the compass to perform poorly, the calibration procedure will
adjust compass characteristics to compensate.

NOTE: The calibration should only be done if the compass is
known to be inaccurate when compared to a chart
bearing.
If the AP55 compass heading displays a constant offset when compared

to a correctly calibrated ships compass (eg: the autopilot compass reads
3 degrees high on all headings), simply rotate the AP55 compass sensor
to align the displayed headings with the ships compass. It is not
necessary to re-calibrate the compass as described below.
If the AP55 has inconsistent variation on different headings, the

following calibration procedure can be carried out. This procedure
should only be done in calm waters with adequate sea room. Auto
must not be selected to carry out the calibration.
1. Press the MODE button 8 times to enter the compass calibrate

mode “CCAL”
2. Press the < > buttons simultaneously to start the compass

calibrate. The Display will change to “StrC”
3. Start turning the vessel slowly in one direction. Turn vessel

slowly through two complete circles from this point. Each
complete turn should take at least 60 seconds.
4. On completion of circles, press the < > buttons together to store

the calibration setting into memory.
Check alignment of the AP55 compass by steering the vessel due North
(000 on ships compass) and, if necessary, rotate the compass sensor until
display reads 000.

Note: The effectiveness of the compass calibration is dependent upon
all steps being completed.
Should you wish to abort the calibration procedure at any time
during the process, do not carry out Step 3 but press MODE to
return to MANUAL.
It is important to realise that on any vessel the ship’s compass can have
heading errors as a result of the vessel’s magnetic signature. These
errors can be minimised by having the ship’s compass swung and
compensated by a licensed compass adjuster. In any case it is highly
unlikely that the ship’s compass and autopilot compass will be congruent
for every heading.
If you are unsure of the success of the calibration, you may return to the
factory calibration setting by doing the following:
Auto must not be selected to reset the compass calibration.
Press the MODE Button nine times and “rStC” is displayed
Press the < > buttons simultaneously to reset the compass calibration to
factory settings.

Off Course Alarm
The AP55 allows for monitoring of the autopilot course holding ability
by having the angle off-course measured and alarm sounding if greater
than 45 degrees from the desired course.
If the difference is greater than 45 degrees between the heading and the
course to steer, the alarm will sound and the Auto LED will flash
REMOTE AUTO Mode (Remote Unit Operation)
Hand remotes, panel remotes and steering lever stations all come with
a dial or lever and switch.
While the autopilot is in this mode, the display LED will indicate the
mode used, i.e., REMOTE AUTO and the numeric display section will
show the course-to-steer.
Engaging REMOTE AUTO Mode:
Select AUTO on the remote by the switch or button marked AUTO

The remote dial or lever now controls the course-to-steer.
For remote units with toggle switches, if the switch has been left at
AUTO and the autopilot turned OFF, or the AUTO or MANUAL
button pressed on the Display Unit, you will need to move the switch
to centre (OFF), then back to AUTO to re-engage REMOTE AUTO
Mode.

Disengaging REMOTE AUTO Mode:
Setting remote switch to OFF will select MANUAL mode.

Or
Pressing the AUTO button on the Display Unit will select MANUAL
mode.
Remote Course Adjustment:
Turning the remote dial will alter the course-to-steer. This change will
be reflected on the Display Unit. From the central position of the
remote dial, the course may be changed to PORT or STARBOARD by
90 degrees. The vessel will steer the new adjusted heading.
REMOTE Power Steer (Remote Unit Operation)
Hand remotes, panel remotes and steering lever stations all come with
a dial or lever and selection switch. The switch will be marked for the
POWER MODE to be selected.
While the autopilot is in this mode, the Display Unit LEDs will
indicate REMOTE POWER and the numeric display section will show
the current magnetic heading.
Engaging POWER STEER Mode:
Move the remote switch to the PWR position.

The remote dial or lever now acts as the helm, giving control over the
angle of the rudder.
With remotes with toggle switches, if the switch has been left at PWR
and the autopilot turned OFF, or the AUTO or MANUAL button
pressed on the Display Unit, you will need to move the switch to centre
(OFF), then back to PWR to re-engage Remote POWER STEER mode.
Disengaging POWER STEER Mode:
Return the remote dial or lever to centre before switching to OFF.

The autopilot will return to MANUAL mode.
Or
Pressing the AUTO button on the Display Unit will return the autopilot
to MANUAL mode.

Alarms
A number of conditions will cause alarms to sound and an alarm

message to blink on display.
NO MCU Alarm “ nrd”

This indicates that the Display Unit is not receiving data from the C-
Drive assembly. Check that all plugs are secure and the
interconnecting cable is not damaged.
NO GPS DATA Alarm

The alarm sounds if the autopilot is not receiving valid information
from the GPS. The GPS and AUTO LEDs blink on and off at the same
time.
OFF COURSE Alarm

The alarm sounds when vessel is more than the preset amount (default
45 degrees) from the selected course-to-steer. The AUTO LED blinks
on and off.

Installation of Display Unit
Position:
The Display Unit should be mounted in a position accessible to the

steering position and protected from direct rain or salt water. A hole of
70mm (2.5inches) is required for the rear of the unit.
Wiring:
Access for wiring must be provided from Display to C-Drive assembly.

The Display cable plugs into the NMEA socket of the C-Drive, which
provides power and data communications for the Display. Wiring
should be kept as far as possible from radio aerials and aerial cables to
prevent interference to the radio and transmitted signals from the radio
influencing the autopilot. Cable should also be run separately (if
practical) from other current-carrying cables. There is no restriction on
cable length.
Magnetic Effect:
As no steel is used in the Display Unit, there is negligible effect on a

steering compass. Some radio interference may be caused by the
internal electronics.
Additional Display Units:
Provision for additional Display heads is not available at this time;

please contact your dealer or reseller for further information.

Installation of Compass
The AP55 Autopilot is normally supplied with a standard Compass

Sensor (COMMAG). For steel vessels with a good quality flat-topped
ships compass, correctly compensated for the vessel, a Compass-Top
Sensor (CTS) should be used.
The standard Compass Sensor should be treated with care, as the internal
gimbals can be broken if the compass sensor is dropped. Remove
internal packing before installation.
Position:
The compass position is the most important item in the installation of the
autopilot. Good course holding is dependent on the compass being free
from magnetic interference.
As the compass has no moving card, it is not necessary for the compass
to be mounted low in the vessel. This can be a place of high magnetic
interference and should be avoided. However, a position where
excessive roll is experienced, such as the top of a mast, should not be
used.
In a steel vessel, if the standard Compass Sensor is selected instead of

the Compass-Top Sensor, the compass sensor should be mounted a
minimum of 1 metre above the steelwork.
The compass is weatherproof, not waterproof. A position not open to the

elements should be selected. It can be mounted on top of a flat surface,
on a bulkhead or from the deck head.

NOTE: Check other side of bulkhead for materials, which
may cause magnetic interference.
Wiring:
The cable leading from the compass must be connected to the

COMPASS socket on the C-Drive. Do not run the compass cable with
other cables on the vessel. The compass is supplied with a standard 5
metre length cable but there is no restriction on cable length if it has to
be extended.
Magnetic Effect:
Interference from any iron or steel can cause degraded operation of the
compass unit. To prevent this occurring a minimum distance of 1 metre
(3 feet) should be kept from any steel or other ferromagnetic materials.
This includes speakers and radios with internal speakers.
Mounting:
Fasten the compass with the non-magnetic screws supplied. The

compass must be mounted in an approximately vertical position. See
also the diagram labelled “Compass Mounting Options”.
Calibration:
The compass unit will need to be rotated for the correct heading to be
displayed. During sea trials further adjustment may be required to
reduce any heading error displayed.
The compass is calibrated in the factory. This will certainly be good

enough for sea trials and in most cases will be as good as or better than
the results of any auto-calibration on the vessel. Further calibration
should not be necessary unless you find, after sea trials, that the
autopilot compass readings have significant errors. If so, then follow the
compass calibration section.
Compass Mounting Options

Installation of C-Drive unit
Position:
The C-Drive unit should be mounted in an easily accessible position so

that it is possible for a technician to make adjustments to the unit. To
access the internals of the unit, two screws at either end allow the top lid
to be removed.
The unit should be protected from rain, salt water, condensation and
vibration. Inside a locker or on a bulkhead below decks are suitable.
C-Drive Dimensions

Wiring:
Access for wiring must be provided. Cabling will have to be run to the
Power Switchboard, rudder feedback unit, display head and drive unit.
Wiring should be kept as far as possible from radio aerials and aerial
cables to prevent interference to the radio and to prevent transmitted
signals from the radio influencing the C-Drive unit. Any remote unit has
to be connected to a REMOTE socket of the C-Drive unit.
The C-Drive must have a direct connection to power supply via a 15

amp fused circuit and an isolating switch. A power cable rated at 15
amps should be connected between the power input switch and the
POWER connector on the C-Drive unit.
DIP Switch Setting:
The DIP switch is located on the PCB. These switches are factory set to
suit the configuration of the unit, but can be changed as required if the
C-Drive system configuration is changed.
1 & 2 Set BOTH to ON for Rudder Feedback Unit Standard

Set BOTH to OFF for Rudder Feedback Unit Heavy Duty
(Only on models with serial number greater than ES009)
3 & 4 Set BOTH to ON for Compass Top Sensor (CTS)

Set BOTH to OFF for Fluxgate Sensor (FLUX)
Rudder Feedback Unit Standard (RFUS) provides an output voltage in

the range of approximately 1.6v to 3.4v. This is due to the reduced angle
of movement from the potentiometer.
Rudder Feedback Unit Heavy Duty (RFUH) provides an output voltage
in the range of 0v to 5v as it can travel through the entire range of the
potentiometer.
Installation of Rudder Feedback
Position:
Install rudder feedback as shown in the diagram labelled “Rudder

Feedback Unit Installation” (next page). The unit should be adjacent to
the tiller and must copy the angular movement of the tiller. The
markings on the rudder feedback unit indicate the required movement of
the tiller for course correction. It should be installed with the shaft
uppermost, mounted in such a way that the four points (tiller post,
feedback shaft and the two adjustable linkage points) form the four
corners of a parallelogram.
The rudder feedback unit is water resistant. However, if it is to be

mounted in a wet position, some protection should be provided to
ensure the unit does not become excessively exposed to water. If
necessary, the rudder feedback unit may be mounted upside down, in
which case the blue and red wires in the cable must be reversed.
(Note: yellow wire in cable is not used in the RFU).
When installation of the feedback unit is complete and the linkage is

fitted, have the steering of the vessel moved from lock to lock and
ensure:
a) The direction indicated on the top of the RFU is correct.

b) No undue mechanical strain is placed on the rudder feedback or
linkage.

Rudder Feedback Installation Diagram
Rudder Feedback Installation Notes
• When the rudder is central and the rudder feedback is central all
angles should be 90 degrees.
• Use the snap swivel and ball joint on the rudder feedback arm
• Use the rudder feedback adjustment block on the tiller arm
• Hydraulic ram may be mounted on the other side of the tiller arm
• Ensure that when rudder turns to Port, Rudder Feedback turns to Port
as indicated on the rudder feedback unit.
• Rudder feedback unit may be mounted upside down. This would
require an electrical change. (Polarity of rudder feedback requires
reversing)

RFU Wiring:
The cable from the RFU must be connected to the RUDDER socket on
the C-Drive unit. The RFU is supplied with a standard 14-metre cable
but can be extended if required during installation.
See Rudder feedback wiring diagram, page 16.
NOTE 1: THE RUDDER FEEDBACK UNIT IS FACTORY

ALIGNED.
THE ARM SHOULD NOT BE REMOVED OR
LOOSENED AS THE FEEDBACK ARM HOLDS AN
O-RING AGAINST THE FEEDBACK BODY TO
FORM PART OF THE WATER RESISTANT SEAL.
NOTE 2: IF USING RFUH CONNECT TO THE TERMINAL

STRIP RFUH 2 AND SIGNAL POSITIONS. SET
THE C-DRIVE INTERNAL DIP SWITCHES TO
RFUH.
RFUH Internal Terminal Strip.
NOTE 3: ENSURE RUBBER GASKET IN RFUH IS

PROPERLY FITTED TO PREVENT MOISTURE
OR WATER INGRESS.
If the Autopilot is the only means of steering it is

recommended that some form of emergency
steering is also fitted.
Rudder Feedback Wiring Diagrams
Pin connections from rear of plug, solder connection side.
Figure 1 Rudder Feedback Connection Diagram
Pin1 Motor Two Feedback (Green)

Pin2 +5v Rudder Feedback supply (Red)
Pin3 Rudder Angle Indicator (Green)
Pin4 0v Rudder Feedback Supply (Blue)
Pin5 Motor One Feedback (Green)
(See NOTE Below)
NOTE: When C-Drive is used in a single rudder feedback

installation, Pin 1 and Pin 5 should be connected together.
Figure 2 Rudder Feedback and Rudder Angle Indicator

Wiring Diagram

GPS Connection
Data In and Out:
For GPS navigation, connect the GPS unit via the two wires coming
from the back of the 6-pin DIN socket connecting the AP55 Display Unit
to the C-Drive unit. The connections on the plug are:
Pin 1 DATA IN+ White

Pin 2 DATA COM Green
Data In Connection Examples:
For any GPS unit, which has a BNC type output plug (a bayonet plug,
with a core and shield), connect the core to DATA IN+ and shield to
DATA COM.
For any GPS having open wires connect TX + to DATA IN+ and TX –
to DATA COM.
For a GPS with the following marking connect Data Out + to DATA
IN+ and Common to DATA COM.
For information on connecting other types of GPS units, refer to the

owners manual.

Connections for AP55 Display Unit / C-Drive cable:
C-Drive Function AP55 Display Cable

NMEA Colour Code
Socket
Pin 1 GPS In + White wire

Pin 2 GPS In – Green wire
Pin 3 Data Tx + Pin 5 Green

Pin 4 Negative Pin 1 Blue
Pin 5 Data Rx + Pin 4 Yellow
Pin 6 +10 volt Pin 2 Red
Power for the AP55 Display Unit is from the MCU
AP55 Display Unit Connections

C-Drive unit Connection Layout
Figure 3 Input Connections Panel
NOTE: Pin identification from end of C-Drive unit

(Also solder side of plug pins.)
Compass
Pin 1 White
Pin 2 Blue (Square wave drive)
Pin 3 Red
Pin 4 Yellow
Pin 5 Green
Remotes 1& 2 (connections shown for remotes 1 and 2)
Pin 1 +5v Power Out (Red)

Pin 2 Remote 1 Wiper Return Signal (Green)
Pin 3 0v, Common Ground (Blue)
Pin 4 Remote 1 Auto / Manual Select (Yellow)

Remote 3

Pin 4 Power steer / Auto select (White)
Pin 5 GPS / Standby select (Black)
Pin 6 Rudder / Response select (Yellow)
NMEA In / Out (AP55 Display)

Pin 1 NMEA One Input + GPS
Pin 2 NMEA One Input – GPS
Pin 3 TMQ Data TX Data + TMQ Data
Pin 4 Negative Common Display Negative
Pin 5 TMQ Data RX Input + TMQ Data
Pin 6 +10v Power Display Power
NMEA Heading Data, Internal Connector Strip
A screw terminal connector strip within the

C-Drive unit is available for sending NMEA
Heading Data to other equipment if required.

Figure 4 Output Connections Panel
Drive1 and Drive 2
Output terminals for connection to rudder position actuators.

Can be connected directly to reversing hydraulic pump motors or to
reversing mechanical drive motors, with a maximum current rating of 15
Amps. If solenoid valves are implemented the addition of diodes can
remove the need for a positive supply to the solenoid valves as shown in
Figure 7.
NOTE: The motor wires may require reversing to provide the

correct rudder direction movement.
For constant running pump sets Drive 2 can be used to power constant
running pump. (Contact TMQ for special set up requirements)

Figure 5 Single rudder motor and clutch configuration
Figure 6 Solenoid Valve Connection Diagram

Figure 7 Without using a positive supply to the solenoid
valves
Use the diodes available from TMQ or a high current rated device, 2
Amp rating minimum recommended.
The above circuit should be replicated for Drive 2 if solenoid valves are
used with the addition of diodes.

Figure 8 Dual rudder system using solenoid valve
and external power supply

Figure 9 Incorporating a Jog Lever
NOTE:
• Jog levers are an easy method to fit extra steering stations to the
AP55.
• The internal links Link 1 and Link 2 must be cut in the C-Drive
unit.
• Manual must be selected for the jog lever to operate correctly.

Figure 10 Jog lever system as Remote 2
USES REMOTE MODE 1 ON THE C-DRIVE.
The jog lever or press buttons switch the C-Drive into Power during
operation and return the C-Drive to Manual after operation.
NOTE:
• Jog levers are an easy method to fit extra steering stations to the
AP55 Autopilot system.
• Allows Jog Levers to operate on reversing pumps or mechanical

drives.
• Two 10k Ohm resistors as shown above are required to prevent

the possibility of a short circuit.
• An FFU lever or Electric Wheel can still be used as Remote 1 or

Remote 3.

Installation of Remote Units
Hand Remotes, Panel Remotes, Steering Levers and

Steering Wheels:
These units are robust and any of these may be mounted where it is
subjected to occasional splashes of water. If mounted in direct sunlight,
the unit may fade. The cable leading from the remote unit is connected
to the REMOTE socket of the C-Drive assembly.
Remote unit configuration options
The C-Drive system allows for many configuration options, such as

follows:
• 1 Electric wheel with single rudder.
• 1 Electric wheel with dual rudder.
• 1 Electric wheel and 1 remote with single or dual rudder.
• 1 Electric wheel and 2 remotes with single or dual rudder.
• Multiple combinations of the above to suit.
See C-Drive unit Connection Layout for connection information.
There are two setting options for the C-Drive, Mode 1 and Mode 4.
These provide different steering input configurations as required, see
Figure 10 and Figure 11.
The Mode can be altered via the Computer lead and a computer running
a serial program.

Figure 11 Remote Mode 4
Remote 1 & 2

Remote 3

Figure 12 Remote Mode 1
Remote 1 & 2

Remote 3

System Configuration
Operational settings and Rudder Limits are factory set and will suit most
operating situations, the settings are as follows:-
Function Factory Setting Range
Rudder Limit Settings: +-30 Degrees. Adjustable +- 10 to 35 Degrees.
Remotes Mode 1 1 or 4
Steering Types S S or D (Single or Dual)
Reverse Delay m a to z (50mS to 1.2 Seconds)
Pulse Delay d a to z (50mS to 1.2 Seconds)
See Recommended System configuration.
The above settings can be altered depending on the specific requirement

of the installation. This can be carried out by the TMQ dealer or by
using a computer and the computer lead with the connections detailed
below. (Lead not supplied)
Computer lead.

Setup Procedure
Adjustment of the installation settings can be made using the following

procedure.
1. Connect the programming lead to the NMEA Port on the C-Drive

unit and your Computer’s Communication (com.) port; this requires
to be an unused port for the duration of the system configuration.
2. Run a com. Server program such as HyperTerminal which is
included on the installation disks for Windows 95, Windows 98,
Windows 98SE etc.
3. Start a new connection and name it
Electric Steering. For example in
Hyper Terminal.
4. Select connection to the Com port

that the programming lead is
connected to, for example, connect
using: Direct to COM1
5. Set the baud rate to 4800,

Data Bits = 8,
Parity = None,
Stop Bits = 1,
Flow Control = None.

6. Switch on the C-Drive system, using the Hyper Terminal Program
connect to the com. port. Data should now be visible in the text
editor window.
7. In that window enter the text ‘@cal ‘ The text is not visible as it is
typed. The ‘TMQ Steering Unit’ configuration option menu will now
be displayed.
8. Following the instruction in
the Menu to alter the
configuration settings as
required, save and exit the
configuration menu.
9. These settings will be
retained in the C-Drive
memory.
TMQ Setup Option Menu
Recommended System configuration
For solenoid valve applications it is recommended that for option

4: Pulse Delay a value of between ‘d ‘ and ‘z’ is implemented This is
due to the pulse length possibly not being long enough if a value
between ‘a’ and ‘d’ is used. This would therefore not activate the
solenoid valves.
For option 5: Reverse Delay it is not recommended that a setting between ‘a’
and ‘h’ is implemented as this will increase the possibility of ‘hunting’ in the
steering system causing undue noise and wear. A reverse delay set to mid
range ‘m’ would suit most applications.

Electric steering connection examples.
Dual Station Electric Steering (C-Drive unit set to Remote Mode 4)

Three Station Electric Steering
C-Drive unit set to Remote Mode 4

Hydraulic Steering System with Electric Wheel
C-Drive unit set to Remote Mode 1

Testing Procedure
Initial Inspection and Testing
1. Confirm power to be connected is the required DC voltage.

2. Power Supply 12v DC.
3. Power Supply 24v DC
4. Ensure polarity of the voltage supply is correct.
5. All electrical connections are correct.
6. Loose cables are clipped or tied up.
Dockside Tests
1. Turn steering wheel fully clockwise and visually check that

moving (mechanical) parts do not foul; visually check that
RFU has moved in correct direction as indicated on the RFU
label on top.
2. Repeat step 1 for anti-clockwise.
3. Return Steering to centre and Ensure RFU is at centre.
4. Centre any electric steering wheel or lever
5. Switch on C-Drive Autopilot system Select Auto
6. If drive goes hard over to mechanical stop change motor
connection wiring. (See Trouble Shooting Section)
7. Check Rudder direction follows Course change request
8. Check Course change provides sufficient Rudder movement
9. Adjust Rudder Limits with display if required
10. Check magnetic heading display on AP55

Trouble Shooting
Unit does not move rudder
• Check voltage is present at the C-Drive assembly power plug.

• Confirm that the supply voltage is within the range or 12-24 volts dc.
• Check and replace the C-Drive assembly 15A internal fuse if
necessary.
• If using solenoid valves with an external power supply check if it is
present.
• Check all motor and / or solenoid valve wiring.
• If using a hydraulic system
1. Ensure there is sufficient hydraulic fluid.
2. Purge the system of possible air locks / contamination.
3. Ensure that any flow restricting valves are not completely
closed.
4. Check all connections for leaks.
• Reset rudder limit switches to factory settings. (see rudder limits
section) Note: L1 should only be on if either rudder limit is reached.
• After ensuring all the above check that the internal LED, L2 is
flashing when the unit is powered. If not, the C-Drive unit requires
replacing.
Rudder(s) drive hard over
• After installation of the autopilot System if either of the rudders

drive hard over to their mechanical stops in the wrong direction, the
solenoid valves may be wired incorrectly (the wrong way around) or
the motor connections may need reversing.
• Rudder drives hard over to the mechanical stops in the correct

direction;

1. Check rudder feedback unit(s) is/are connected to the rudder arm
2. Check rudder feedback cable(s) for damage.
3. Ensure the rudder feedback plug is firmly connected to the
electric steering unit.
Solenoid valves do not operate
• Check the motor connections on the electric steering unit

• Check connections on solenoid valves and the required diodes (see:
Solenoid valve connection diagram)
• Test coil resistance of solenoid valves
• Confirm that the value for Pulse Delay on the electric steering unit is
set between ‘d’ and ‘z’ (see: System configuration)
Motor unit does not operate
• If using a continuous running pump check the power supply to the

pump
• If using a reversible pump
Check the connections to the pump
Check the internal 15A fuse, replace if necessary
Quick check if AP55 Autopilot does not Operate

♦ Reset Rudder Limits.
♦ Reset Compass Calibration.
♦ Ensure L2 in C-Drive is flashing.
♦ Ensure L1 in C-Drive is off. (wheel is in centre)
♦ Check Wiring for Power and Motor.
♦ Check Fuse. (Powers motor circuit only)
♦ Check DIP Switch settings for Compass and Rudder fitted.

Optional Extras
There is a range of optional extras that can be connected to the C-Drive

system as the need or circumstances require. The C-Drive system can be
adapted to suit many applications.
Further information can be obtained from the TMQ website at
www.tmq.com.au
Rudder Angle Indicator
The rudder angle indicator is a flush mounted

instrument providing a clear indication of rudder
position, which is critical when docking or
manoeuvring in close quarters.
Electric Wheel
The TMQ Electric steering wheel provides

precise, light steering on any vessel with a power
steering system installed. It simplifies vessel fit-
out by eliminating long hydraulic lines to the
helm position

Panel Remote
The TMQ panel remote provides

basic autopilot control providing
course changes from a second
station such as a fly bridge.
Hand Remote Active Remote
Hand remotes and Active remotes

provide the freedom to maintain
full control of the autopilot and
steering while moving around the
vessel.
AP500 Head
The AP500 head provides full control

of the autopilot, indicates both
Heading and course to steer along
with rudder angle.

Steering Lever Full Follow Up lever
These levers allow single

handed control of any size
vessel with power steering.
Movement to port or starboard
causes the rudder to follow
proportionally.
Hydraulic Drives and Pump Units
Reversible pumps
Hydraulic pumps available in either 12

or 24 volts DC with 1, 2 or 3-litre
capacity to suit recreational, work boat
or fishing applications.
Continuous pumps
Constant running pumps available in 2 or 3

litre for 24-volt DC systems. Accurate flow
adjustment to set lock to lock time.

Linear drives
Single rod linear drives can be

fitted to a wide variety of vessels.
May be attached directly to the
tiller or rudder quadrant.
Mechanical drives
Mechanical drive units in 12 or 24 volt DC to

suit vessels with existing mechanical steering.
Supplied with standard chain and socket.
Computer Software
TMQ AP1000 Autopilot operating Software.
Computer control program enabling autopilot

control from a standard PC with serial com
ports. (Cable required)

AP55 Autopilot Display With C-Drive Motor Control Unit: Operation and Installation Manual

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AP55 Autopilot Display

OPERATION AND INSTALLATION MANUAL

TMQ AP55 / C-Drive Page 2 of 68 Ver1.0 03/04/2003

TMQ AP55 / C-Drive Page 3 of 68 Ver1.0 03/04/2003

CIRCUIT DIAGRAM ................................................................................................... 65

TMQ AP55 / C-Drive Page 4 of 68 Ver1.0 03/04/2003

Automatic pilots are designed to be a navigational aid. As an automatic

HOWEVER, THE AUTOPILOT SHOULD NOT BE

IT IS STRONGLY RECOMMENDED THAT THE

TMQ AP55 / C-Drive Page 5 of 68 Ver1.0 03/04/2003

Congratulations on your wise choice and purchase of the TMQ AP55

The associated C-Drive can drive up to two independent steering units.

See the System configuration section.

AP55 Autopilot System

The minimum AP55 Autopilot system must comprise the following

• AP55 Display head.

TMQ AP55 / C-Drive Page 6 of 68 Ver1.0 03/04/2003

• Compass Top Sensor

See Optional Extras at the rear of this manual for details.

Block Diagram of full system

TMQ AP55 / C-Drive Page 7 of 68 Ver1.0 03/04/2003

The C-Drive assembly is housed in a rugged black aluminium case,

The compass (COMMAG) detects magnetic heading of the vessel and is

Hydraulic Ram controlled by either: -

Mechanical Drive, a reversing motor drive unit with reduction gears

TMQ AP55 / C-Drive Page 8 of 68 Ver1.0 03/04/2003

The Operation unit, with LCD Display and pushbuttons.

Rudder Feedback Unit (RFU):

This provides the required rudder position information for

• Electric steering wheel

TMQ AP55 / C-Drive Page 9 of 68 Ver1.0 03/04/2003

• Full Follow Up (FFU); this is a device that provides a

Rudder Angle Indicator (RAI);

Displays the current rudder position.

The magnetic heading of the vessel at the current time.

The magnetic heading which the autopilot is attempting to

This is a collective term for a “panel remote”, “hand remote”,

TMQ AP55 / C-Drive Page 10 of 68 Ver1.0 03/04/2003

Operation of Display Unit buttons or mode selection on a remote unit

The following is a brief list of the capabilities of the autopilot. Each is

• MANUAL Mode: “H***”

The autopilot Display Unit shows the current magnetic heading.

• AUTO Mode: “A***”

The autopilot will maintain your vessel on any desired magnetic

• GPS Mode: “A***”

• REMOTE AUTO Mode: “A***”

With a hand remote, panel remote, steering lever or steering wheel

TMQ AP55 / C-Drive Page 11 of 68 Ver1.0 03/04/2003

With a hand remote, panel remote, steering lever or steering wheel

• RUDDER and RESPONSE Settings:

These customise the AP55 Autopilot for your vessel’s steering.

The AP55 compass can be calibrated on the vessel using a simple

• Rudder Angle Displays:

TMQ AP55 / C-Drive Page 12 of 68 Ver1.0 03/04/2003

The power to the C-Drive motor control unit should be via

If the display is disconnected when the C-Drive unit is in

• No C-Drive alarm “ nrd ”

TMQ AP55 / C-Drive Page 13 of 68 Ver1.0 03/04/2003

The autopilot will lock on the current heading.

Disengaging AUTO mode:

Changing the position of the remote unit switch can select

TMQ AP55 / C-Drive Page 14 of 68 Ver1.0 03/04/2003